Speed change controller for saddle-ride type vehicles

ABSTRACT

A speed change controller is provided on a saddle-ride type vehicle and is suited to manipulation by a foot. The speed change controller for saddle-ride type vehicles comprises a detection mechanism that detects operation by a driver for speed change, and a speed change mechanism that performs speed change on the basis of speed change operation detected by the detection mechanism. The detection mechanism provided by the invention comprises an operation part manipulated by a foot for speed change and including a moving part, which moves relative to the vehicle on the basis of manipulation by a foot, and a detection unit that detects that the moving part moves a predetermined amount or more.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a National Phase application of InternationalApplication No. PCT/JP2005/013562, filed Jul. 25, 2005, which claimedpriority to Japanese Application No. 2004-216937, filed Jul. 26, 2004,each of which is hereby incorporated by reference herein in itsentirety.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to saddle type vehicles and, moreparticularly, to a speed change controller for saddle-type vehicle.

2. Description of the Related Art

Conventionally, it is usual in vehicles that a driver's speed changedevice is mechanically and directly transmitted to a transmission by theuse of a link, a rod, or wire to perform speed change operation. Inrecent years, however, there is proposed to adopt a shift actuatormaking use of an electric motor or the like to perform speed changeoperation for the purpose of making speed change operation by a drivereasier. For example, JP-A-2001-050389 is as an example of such a shiftactuator.

However, the above-referenced publication includes only a description tothe effect that instructions of speed change for electrically-drivenspeed change control may be input into a control unit by a foot-movingtype speed change pedal, and does not describe any concrete means forexecution of such instructions of speed change. Accordingly, thereremains a need for a speed change controller suited to manipulation by afoot.

SUMMARY OF THE INVENTION

An object of the present invention is to provide a speed changecontroller for a saddle-type vehicle that is configured to be convenientan able to perform speed change operation preferably throughmanipulation by a foot of a driver.

Accordingly, one aspect of the present invention comprises a speedchange controller provided for a saddle-ride type vehicle. Thecontroller comprises a detection mechanism configured to detect anoperation by a driver for speed change. The controller also includes aspeed change mechanism that performs speed change on the basis of speedchange operation detected by the detection mechanism.

In one of the configurations disclosed herein, the detection mechanismcomprises an operation part that includes a moving part, which movesrelative to the vehicle on the basis of manipulation by a foot, and adetection unit that detects that the moving part moves a predeterminedamount or more.

In another configuration disclosed herein, the detection mechanismcomprises an operation part comprising a moving part that moves relativeto the vehicle through manipulation by a foot, a shift pedal directlymanipulated by a foot, and a link member that connects between the pedaland the moving part.

Further, the detection mechanism comprises a detection unit that detectsthat the moving part moves a predetermined amount or more.

In one configuration, one end of the link member is constructed to beconnectable to the moving part and attachable to an arm member providedon a shift shaft of the speed change mechanism.

In a further configuration, the moving part comprises a lever memberprovided to be able to turn, and one end of the link member isconstructed to be connectable to the lever member and attachable to anarm member provided on a shift shaft of the speed change mechanism.

In another configuration disclosed herein, the moving part is supportedto swing in two different vertical directions, and the detection unitdetects a direction, in which the moving part swings, and discriminatesbetween shift-up and shift-down by the direction.

In one preferred arrangement, the detection unit comprises a rotationsensor that detects that the moving part moves a predetermined angleabout a predetermined rotating shaft.

In another preferred arrangement, the detection unit comprises at leastone sensor to respective different directions, the sensors detectingthat the moving part swings a predetermined amount or more in the twodifferent directions from a predetermined reference position.

In another arrangement of the speed change controller disclosed herein,the detection mechanism comprises a base that supports at least themoving part and the detection unit, and the base is provided detachablyon the vehicle.

Also, in yet another arrangement of a speed change controller disclosedherein, the moving part is constructed to be movable by manipulation bya foot in two different directions with a predetermined neutral positiontherebetween. The operation part comprises a return mechanism thatautomatically returns the moving part, which moves in either of thedirections by manipulation by a foot, to the neutral position.

In one preferred arrangement, the detection mechanism comprises a basethat supports at least the moving part, the detection unit, and thereturn mechanism, and the base is provided detachably on the vehicle.

In another of one speed change controller disclosed herein, the movingpart is configured to be movable by manipulation by a foot in twodifferent directions with a predetermined neutral position therebetween,and the operation part comprises a stopper that restricts a moving rangeof the moving part, which moves in either of the directions bymanipulation by a foot.

In one preferred arrangement, the detection mechanism comprises a basethat supports at least the moving part, the detection unit, and thestopper, and the base is provided detachably on the vehicle.

In one arrangement of a speed change controller disclosed herein, thedetection mechanism comprises an operating force changing mechanism thatchanges torque required for operative movement of the moving part, andthe operating force changing mechanism changes torque required formovement of the moving part when or after the detection unit detectsthat the moving part moves a predetermined amount or more.

In a preferred arrangement, the detection mechanism comprises anoperating force changing mechanism that changes torque required foroperative movement of the moving part, the operating force changingmechanism being provided on the base, and the operating force changingmechanism changes torque required for movement of the moving part whenor after the detection unit detects that the moving part moves apredetermined amount or more.

Also, in a preferred arrangement, the operating force changing mechanismcomprises a resistance portion, at least a part of which is deformableby elasticity, and an abutment formed in a position, in which it cancontact with the resistance portion through at least manipulation by afoot immediately before the moving part can be detected by the detectionunit, and when the moving part moves through manipulation by a footimmediately before it can be detected by the detection unit, at least apart of the resistance portion is pushed by the abutment whereby anincrease in the torque is realized, and the abutment is formed so thatpush against the resistance portion by the abutment is released or thepush force is decreased when the moving part moves a predeterminedamount, which can be detected by the detection unit.

Also, in another preferred arrangement, the resistance portion comprisesa surface portion in contact with the abutment and a spring portionconnected to the surface portion, and the abutment comprises a convexportion that pushes the surface portion when the moving part movesthrough manipulation by a foot immediately before it can be detected bythe detection unit.

Further, in a another arrangement, either of the resistance portion andthe abutment is attached to the moving part, and the resistance portionor the abutment moves together with the moving part.

In another aspect of a speed change controller disclosed herein, thedetection mechanism comprises an operation part including a loaded part,on which a load is applied by manipulation by a foot, and a detectionunit that detects the load applied on the operation part.

In one arrangement, the detection mechanism comprises a base thatsupports the loaded part and the detection unit, and the base isprovided detachably on the vehicle.

Also, in another arrangement of a speed change controller disclosedherein, the detection mechanism is supported on a vehicle body frame,which constitutes the saddle-ride type vehicle.

In another aspect of a speed change controller disclosed herein, theoperation part comprises a variable mechanism that can change thatportion, which is directly manipulated by a foot, in a position relativeto the vehicle.

In one preferred arrangement, provided on the variable mechanism are aplurality of screw mount holes or screw mount slots to enable makingthat portion (for example, a shift pedal), which is directly manipulatedby a foot, different in a position, in which it is mounted to thevehicle or the operation part.

Certain aspects and features of the arrangements described above can beprovided on a saddle-type vehicle. In one arrangement, the saddle-typevehicle is a motorcycle.

On aspect of the present invention is a speed change controller forsaddle-type vehicles that comprises an operation part including themoving part and a detection unit that detects that the moving part movesa predetermined amount or more, or comprises an operation part includingthe loaded part and a detection unit provided on the loaded part to beable to detect movement of a predetermined amount or more. In thisarrangement it is possible to exactly detect a driver's intention forspeed change although operation is performed by a foot, which is dull ascompared with a hand and difficult to perform a delicate operation, andto surely perform speed change operation on the basis of results of thedetection.

Another aspect of the present invention comprises a speed changecontroller for saddle-ride type vehicles that comprises a base to enablemaking the detection mechanism a unit. Also, it is possible to makeassembling of the detection mechanism to a vehicle. Also, the provisionof the base makes it possible to heighten the stiffness of a portionmanipulated by a foot.

In one arrangement, the detection mechanism is constructed to besupported on a vehicle body frame whereby it is possible to improve themechanism in rigidity.

In another arrangement, the speed change controller for saddle-ride typevehicles disclosed herein comprises the operating force changingmechanism whereby it is possible to improve feeling of manipulation by adriver's foot. Also, the return mechanism and/or the stopper is providedwhereby manipulation by a driver's foot can be made easy.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side view showing a motorcycle according to a firstembodiment.

FIG. 2 is an exploded, perspective view showing a speed change mechanismaccording to the first embodiment.

FIG. 3 is a view showing a developed shape of a shift cam grooveaccording to the first embodiment.

FIG. 4 is a side view showing a state, in which a shift pedal or thelike according to the first embodiment is arranged.

FIG. 5 is a cross sectional view extending substantially in a horizontaldirection and showing a state, in which a shift pedal or the likeaccording to the first embodiment is arranged.

FIG. 6 is a side view showing a state, in which a shift pedal or thelike according to a second embodiment is arranged.

FIG. 7 is a rear view of FIG. 6 according to the second embodiment.

FIG. 8 is a cross sectional view taken along the line VIII-VIII in FIG.6.

FIG. 9 is a cross sectional view taken along the line IX-IX in FIG. 8.

FIG. 10 is a cross sectional view taken along the line X-X in FIG. 6.

FIG. 11 is a view showing a tip end of a shift pedal according to athird embodiment.

FIG. 12 is a cross sectional view taken along the line XII-XII in FIG.11.

FIG. 13 is a side view showing an engine side according to a fourthembodiment.

FIG. 14 is a side view showing an engine side in the case where a linkmember according to the fourth embodiment is connected to an arm memberside.

FIGS. 15(A), 15(B), 15(C) are front views showing an operation of asensor unit according to the fourth embodiment, FIG. 15(A) showing astate (shift-down operating state), in which a lever member is moved(turned) downward, FIG. 15(B) showing a state, in which the lever memberis in a neutral position, and FIG. 15(C) showing a state (shift-upoperating state), in which the lever member is moved (turned) upward.

FIG. 16A is a side view showing a state, in which a shift pedal or thelike according to a fifth embodiment is arranged.

FIG. 16B is a view schematically illustrating a main part of anoperating force changing mechanism of FIG. 16A.

FIG. 17 is a cross sectional view taken along the line XVII-XVII in FIG.16A.

FIG. 18 is a side view showing a state, in which a shift pedal or thelike according to a sixth embodiment is arranged.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

“Motorcycle” referred to in the specification of the present applicationmeans a motorcycle, includes a bicycle with a motor (motorbike),scooter, and specifically means a vehicle capable of turning with avehicle body inclined. Accordingly, “motorcycle” includes three-wheeler,four-wheeler (or more), in which at least one of a front wheel and arear wheel comprises two or more wheels and which is three and four innumber of tires. Also, “motorcycle” is not limited to motorcycles butapplicable to other vehicles, which can make use of the effect of theinvention. “Motorcycle” is applicable to, for example, a so-calledsaddle-ride type vehicle including four-wheel buggy (ATV (all-terrainvehicle)) and snowmobile.

“Saddle-type vehicle” widely includes vehicles assuming the same rideconfiguration as or similar to that of a motorcycle.

Also, “operation part” of a saddle-type vehicle disclosed herein caninclude a part (for example, a shift pedal in a motorcycle) directlymanipulated by a foot, and a part (that is, a part indirectlymanipulated on the basis of manipulation of a foot) linking with theformer part to operate interlocking with the motion of the former part.Accordingly, the part directly manipulated by a foot included in theoperation part and the part indirectly manipulated on the basis ofmanipulation of a foot, both the parts being included in themanipulating part, can be arranged in different regions of a vehiclewhile interlocking mutually by a link member.

While preferred embodiments of a speed change controller (typically, adevice being electrically driven to exercise speed change control) forsaddle-type vehicles will be described below with reference to thedrawings, it is not intended that the invention is limited to suchillustrated examples.

First, a first embodiment of a speed change controller disclosed hereinwill be described with reference to FIGS. 1 to 5. FIG. 1 is a side viewshowing an outward appearance of a motorcycle 1 being a typical exampleof a saddle-ride type vehicle.

As shown in FIG. 1, the motorcycle 1 according to the embodiment is asport type motorcycle 1 provided with a large-sized cowling 2, andgenerally comprises a front wheel 3, a rear wheel 4, a handle 5, a fueltank 6, and a seat 7. An engine 12 can be supported by a vehicle bodyframe 10 and can be arranged below the fuel tank 6 and the seat 7. Inthe illustrated embodiment, a unit 100 (referred below to as “operationunit 100”), which comprises a detection mechanism of a speed changecontroller according to the illustrated embodiment, is arranged in astate of being supported on the vehicle body frame on a left side(specifically, a neighborhood of a left foot, which performs speedchange operation) as viewed from a driver (referred below to as “rider”)in a riding state. Details of the operation unit 100 will be describedbelow.

A general transmission (not shown) can be arranged in an engine casing14 of the engine 12. The transmission can be a general, so-called dogclutch type transmission and can have, for example, four to six numberof speeds. Motive power from a crankshaft of the engine 12 can betransmitted to a main axle and then transmitted to drive axles via gearsand dogs of the respective number of speeds.

Speed change of the transmission can be performed by a speed changemechanism 20 of the speed change controller according to the illustratedembodiment. That is, as shown in the illustrated embodiment of FIG. 2,the speed change mechanism 20 comprises a shift fork 22 providedslidably on a slide rod 21 to regularly move slide gears of thetransmission. Also, a shift cam 24 cant be provided rotatably to slidethe shift fork 22.

A cam groove 24A can be formed on a periphery of the shift cam 24. Thecam groove 24A can be formed to be shaped as shown in FIG. 3 and theshift fork 22 slides along the cam groove 24A.

Also, the shift cam 24 can be rotated via a ratchet mechanism 27 uponrotation of a shift shaft 23. The ratchet mechanism 27 can rotate theshift fork 22 by a uniform interval (angle) to regularly move the shiftfork 22 and can have a ratchet function in both forward and backwarddirections to effect speed change one stage by one stage. A shift arm 25of the ratchet mechanism 27 transmits rotation of the shift shaft 23 tothe shift cam 24 and simultaneously restricts a stroke of the shiftshaft 23 to prevent overrun of the shift cam 24. Also, a stopper plate26 of the ratchet mechanism 27 can serve to fix the shift cam 24 to apredetermined position.

The shift shaft 23 can be turned in a predetermined direction by adriving force of a shift actuator 23B, a signal from the operation unit(detection mechanism) 100 described later can be inputted into an enginecontrol unit (ECU) (depiction of which is omitted), and a signal fromthe engine control unit can drivingly control the shift actuator 23B. Inaddition, a detailed construction of the speed change mechanism may bethe same as that of a conventional motorcycle.

Subsequently, the operation unit (detection mechanism) 100 according tothe illustrated embodiment will be described in detail with reference toFIGS. 4 and 5.

In the illustrated embodiment, the operation unit 100 comprises a baseplate 102 corresponding to “base” detachably mounted to the vehicle bodyframe 10 (or the engine casing 14 in another embodiment). The base plate102 can be a substantially rectangular-shaped plate and can be mountedthrough mount holes 105A to 105D in four locations in total by screws(not shown) as shown in FIG. 4. The mount holes 66 a can be a littlelarger in diameter than the thread diameter. Thereby, positionaladjustment relative to an engine casing 14 is made possible.

Mounted to the base plate 102 can be an operation part 101, which can beoperated by a foot for speed change. Also, formed on the base plate 102can be a foot rest mount 103, to which a foot rest 9 affording placing arider's left foot thereon is pivotally mounted.

The operation part 101 can comprise a shift pedal 110 corresponding to amoving part in the embodiment. The shift pedal 110 can comprise an armportion 112, of which one end 112A can be mounted pivotally to an innersurface side (e.g., a side facing a vehicle body). The same can beapplied in the base plate 102 and a pedal portion 114 being thatportion, which is mounted to the other end 112B of the arm portion 112can bee manipulated directly by a foot (a tip toe). Specifically, asshown in the illustrated embodiment of FIGS. 4 and 5, the end 112A ofthe arm portion 112 of the shift pedal 110 is mounted to a boss 104 ofthe base plate 102 in the vicinity of the foot rest 9 (that is, the footrest mount 103) by a screw member 108 to freely turn (e.g., being ableto swing in two vertical directions) about the screw member 108. Also, apedal portion (pushed portion) 114 applied by a load from a foot can beprovided substantially horizontally on the tip end 112B of the shiftpedal 110 (the arm portion 112).

A detection unit 120 according to the illustrated embodiment can beprovided on an outer surface side of the base plate 102. That is, thebase plate 102 can comprise a sensor, for example, a potentiometer(e.g., a rotation sensor or an angle sensor, which is composed of apotentiometer having a variable resistance element) 122, which comprisesa detection unit that detects that the shift pedal (moving part) 110 ismoved a predetermined amount or more by manipulation of a foot. A sensorbody 123 of the sensor 122 is fixed to the base plate 102. A turningplate 124 can be mounted to the sensor body 123 and can be configured toturn. The turning plate 124 can be turned whereby movement (turning) ofthe moving part in a predetermined direction can be detected. Adetection signal can be transmitted to the engine control unit (ECU).

The turning plate 124 can be formed with a latch notch 125 as shown inFIGS. 4 and 5. Inserted into the latch notch 125 can be a latch pin 116,which can be protrusively provided on the shift pedal 110. With suchconstruction, when the shift pedal 110 is turned, the turning plate 124can be turned via the latch pin 116.

Also, in the illustrated embodiment, on an inner surface side of thebase plate 102 can be provided spring, which can be in the form of apine-needle shaped spring (e.g., as shown in the figure, a spring madeof a metallic rod, of which a central portion is wound several turns andan angle between both straight ends of which is an acute angle) 131,which acts as “return mechanism” to return the shift pedal 110 to apredetermined neutral position.

The pine-needle shaped spring 131 can comprise a pair of rods (straightends) 131A, 131B to generate spring elasticity. Interposed between thepair of rods 131A, 131B can be a part (referred below to as “pushportion 112D”) of the arm portion 112 of the shift pedal 110 and a latchpiece 109A of a retainer 109. As shown in FIG. 5, the retainer 109 canbe fixed to the boss 104 of the base plate 102.

In addition, the push portion 112D can be formed on a bent part of thearm portion 112 of the shift pedal to be the same in width as otherportions as shown in FIG. 5.

As described above, according to the illustrated embodiment, the movingpart (shift pedal), the detection unit, and the return mechanism of theoperation part are mounted to the base plate 102 to form an integral orsingle operation unit, so that the operation unit can be mountedintegrally or as a group and detachably to the vehicle body frame 10 (orthe engine casing 14). Therefore, the operation unit can contribute toan improvement in productivity of motorcycles.

Also, in the illustrated embodiment, two stopper pins 106, 107 can bemounted to the base plate 102. More specifically, as shown in FIGS. 4and 5, the ascent stopper pin 106 can be mounted in a position, in whichit abuts against an upper edge of the shift pedal 110 to be able to stopturning thereof when the shift pedal 110 is moved (turned) apredetermined amount upward as indicated by a two-dot chain line in FIG.4. On the other hand, as shown in FIG. 4, the descent stopper pin 107can be mounted in a position, in which it abuts against a lower edge ofthe shift pedal 110 to be able to stop turning thereof when the shiftpedal 110 is moved (turned) a predetermined amount downward as indicatedby a dashed line in FIG. 4.

In the illustrated embodiment, also provided on the base plate 102 canbe a plunger 160 that comprises an operating force changing mechanism.As shown in FIG. 5, a coil spring 162 can be inserted into acylindrical-shaped body of the plunger 160. Mounted at a tip end of theplunger 160 is a moving ball 164 connected to the spring 162. The movingball 164 can be supported by the spring 162 such that when the movingball 164 is pushed axially of the cylindrical-shaped body with apredetermined force or more, the spring 162 yields to the push force tocontract with the result that the moving ball 164 retreats into thecylindrical-shaped body. On the other hand, when such push disappears,the spring 162 is elongated by elasticity and the moving ball 164returns to an original position (see FIG. 5) at the tip end of theplunger 160.

On the other hand, insertion grooves 118 can be formed in two locationson the shift pedal 110 to correspond to the plunger 160 and to comprisethe operating force changing mechanism. Specifically, the insertiongrooves 118 can be formed in those positions to realize insertion of themoving ball 164 at the tip end of the plunger 160 into the insertiongroove 118 when the shift pedal 110 is manipulated by a foot to turn(swing) vertically from the predetermined neutral position (positionindicated by solid lines) in FIG. 4 to move to positions indicated bythe dashed line and the two-dot chain line (respectively, referred belowto as “shift-down bodily sensation signal generating position” and“shift-up bodily sensation signal generating position”).

That is, in the predetermined neutral position and in a positiontherearound, the moving ball 164 comes into pressure contact with a wallsurface of the shift pedal 110 (the arm portion 112), and such pressureapplies a predetermined torque on a foot (that is, a left foot operatinga shift change) operating the shift pedal. On the other hand, when theshift pedal 110 moves to the shift-down bodily sensation signalgenerating position or the shift-up bodily sensation signal generatingposition, the moving ball 164 is inserted into the insertion groove 118.At the time of such insertion, torque required for operative movement ofthe shift pedal 110 is momentarily changed and further torque ismomentarily changed when the moving ball 164 is once fixed in theinsertion groove 118. Such change is transmitted as bodily sensationsignal (that is, a signal can be perceived by sensation of the body(e.g., here, a foot). The same is applied below.) to a rider.Specifically, such torque change is perceived as feeling of clickthrough a foot's sensation by a rider.

An explanation will be given to function and effect, which can beproduced as a result of the construction of the embodiment describedabove at the time of shift change.

First, in order to change a transmission in speed, a rider can turn(swing) the shift pedal 110 upward or downward with a foot until the armportion 112 of the shift pedal 110 abuts against the respective stopperpins 106, 107.

At this time, one 131A of the rods is pushed by the push portion 112D ofthe shift pedal 110 to be elastically deformed. When a manipulatingforce on the shift pedal 110 by a foot is released, the shift pedal 110is returned to the neutral position (predetermined position) indicatedby solid lines in FIG. 4 by an elastic force of the rod 131A. Inaddition, as described above, when the shift pedal 110 comes to theposition (shift-down bodily sensation signal generating position)indicated by the dashed line or the position (shift-up bodily sensationsignal generating position) indicated by the two-dot chain line in FIG.4, feeling of click is gotten by the operating force changing mechanism(plunger 160) constructed in a manner described above.

Also, turning of the shift pedal 110 causes the turning plate 124 toturn via the latch pin 116. At this time, it is detected by the sensor122 that the shift pedal 110 has been turned in a predetermineddirection, and its signal is transmitted to the engine control unit.According to the illustrated embodiment, output of a detection signalfrom the sensor 122 and timing, in which feeling of click is gotten, aresynchronized with each other. Thereby, a rider can perceive the start ofspeed change control processing through the feeling of click bysensation of a foot although the speed change operation is performed bya foot as compared with a hand.

Then the shift actuator 23B is operated by a signal from the enginecontrol unit and the shift shaft 23 (FIG. 2) is turned in apredetermined direction.

When the shift shaft 23 is turned in this manner, the shift cam 24 canbe rotated via the ratchet mechanism 27 in a predetermined direction andthe shift fork 22 is guided by the cam groove 24A to slide in apredetermined direction. Thereby, the slide gears of the transmissioncan be moved to bring about predetermined dog release and dog locking.

In addition, generally, when the number of speeds is decreased (performshift-down), the shift pedal 110 is moved (turned) downward. On theother hand, when the number of speeds is increased (perform shift-up),the shift pedal 110 is turned upward.

With such arrangement, it is possible to readily perform shift operationwith the same feeling of manipulation as conventional arrangement sincemanipulation of the shift pedal 110 by a foot is detected and theactuator is operated in an arrangement, in which a shift actuator isused to perform speed change operation.

Also, according to the embodiment, it is not necessary to connect theshift pedal 110 to the shift shaft 23 through a mechanical linkageunlike a conventional arrangement and the base plate 102, the shiftpedal 110, the sensor 122, etc. constitute an integral or combinedoperation unit 100. Therefore, it is possible to readily performmounting to the vehicle body frame 10 (or the engine casing 14) at thetime of production. That is, it is possible to readily mount the baseplate 102 in a predetermined position.

Also, since those members, which constitute the operation part 101 suchas the shift pedal 110, the sensor 122, etc. and the detection unit 120,are made integral or coupled together as a unit, it is possible toreadily adjust the sensor 122 and other equipments even before theoperation unit 100, etc. are mounted to a vehicle side (the vehicle bodyframe 10, the engine casing 14, etc.).

Also, the return mechanism (specifically, the pine-needle shaped spring131) to return the shift pedal 110 to a predetermined position (neutralposition) can be provided to be made integral or coupled together withthe operation unit 100. Owing to this, it is possible to further improveproductivity (in particular, assembling of parts).

Since the operation unit 100 according to the illustrated embodiment canbe detachably and integrally mounted or mounted as a unit to a vehicle,the workability of arrangement is favorable and even in the case wherethe shift pedal 110 is not connected to the shift shaft 23 through alinkage like a conventional arrangement, it can be readily returned tothe neutral position.

Also, since the shift pedal 110 (that is, a moving part) and apotentiometer 68 (that is, a detection unit) are made integral togetheror combined together in a unit, detection to a certain extent ispossible in spite of a position, in which the operation unit 65 ismounted to a vehicle. In other words, positional regulation of the shiftpedal 110 can be readily performed according to a user's (rider's)favorite by changing a position of the operation unit 100.

Also, since parts manipulated by a foot are mounted to the base (thebase plate 102) together, the detection mechanism can be improved instiffness.

A detection mechanism (operation unit) 200, according to a secondembodiment, of a speed change controller disclosed herein will bedescribed with reference to FIGS. 6 to 10. The detection mechanism 200according to this illustrated embodiment is configured such that asupport plate 221 comprising a base mounting portion thereon and adetection unit 220 is arranged on a base plate 202 mounted to thevehicle body frame 10 to afford positional regulation.

More specifically, as shown in FIG. 8, the support plate 221 togetherwith a shift pedal (arm portion) 210 can be mounted pivotally to thebase plate 202 by a single a screw member 208. Specifically, like thefirst embodiment, an end 212A of the shift pedal (arm portion) 210 canbe mounted to a boss 204 of the base plate 202 by the screw member 208in the vicinity of a foot rest 9 (that is, a foot rest mount 203) tofreely turn (specifically, being able to swing in two verticaldirections). That is, the shift pedal can be mounted to be able to swingin two directions (here, a vertical direction) in the same manner as ingeneral motorcycles. Also, the shift pedal 210 can be rotated anappropriate amount about the screw member 208 in either direction to beregulated in position and angle relative to a vehicle as describedlater.

A slot 228 can be formed on an end of the support plate 221. The slot228 can be open-shaped and can correspond to an arcuate shape about thescrew member 208. A mount bolt 229 can extend through and can bearranged in the slot 228. The mount bolt 229 can be threaded into apredetermined mount hole provided in the base plate 202 whereby thesupport plate 221 is fixed in a predetermined position and at apredetermined angle.

As shown in FIGS. 6 and 7, a pair of shift pedal (detection) switches222, 223, which can form a “detection unit” in the illustratedembodiment can be arranged in positions close to both sides of the shiftpedal 210 on the support plate 221. As a result of providing the shiftpedal (detection) switches 222, 223 in such positions, the shift pedal110 is turned (moved) in either sense in a vertical direction from apredetermined reference position (neutral position) to abut againsteither of the shift pedal switches 222, 223, so that contact portions222A, 223A of the switches 222, 223 are pressed and pushed in whereby aswitch ON state comes out. Here, when the shift pedal 210 is pushed upupward by a foot, the switch 222 thus abutted is a shift-up detectionswitch 222, and when the shift pedal 210 is pushed down upward by afoot, the switch 223 thus abutted is a shift-down detection switch 223.In addition, as apparent from the figure, according to the embodiment,the switches 222, 223 can also function as stopper that restrictsexcessive movement (turning) of the shift pedal 210.

A return mechanism 230 can be provided on a speed change controlleraccording to the illustrated embodiment in the same manner as in thefirst embodiment. That is, a pine-needle shaped spring 231 can beprovided on the shift pedal 210 as shown in FIG. 8. The pine-needleshaped spring 231 can comprise a pair of rods (straight ends) 231A, 231Bto generate spring elasticity. Interposed between the pair of rods 231A,231B can be a push portion 212D protrusively provided on the shift pedal210. Also, a latch projection 227 can be formed on the support plate 221to be inserted between the pair of rods 231A, 231B. With suchconstruction, when the shift pedal 210 is turned (moved) by manipulationof a foot, one 231A of the rods can be elastically deformed by the pushportion 212D and the other 231B of the rods is elastically deformed bythe latch projection 227. In the case where manipulation by a foot isreleased, the shift pedal 210 can be returned to a predeterminedreference position (neutral position) shown in the figure by theexistence of the push portion 212D and the latch projection 227 and anelastic force of the pine-needle shaped spring 231.

With the detection mechanism (operation unit) 200 constructed in amanner described above, the support plate 221 can be turned about thescrew member 208 by loosening the mount bolt 229, so that positionalregulation of the shift pedal switches 222, 223 relative to the shiftpedal 210 can be readily performed.

Also, the shift pedal detection switches 222, 223, the shift pedal 210,the pine-needle shaped spring 231, etc. can be readily exchangedtogether by removing the support plate 221 from the base plate 202.

Also, the detection switches 222, 223 of this kind can be relativelyinexpensive and can contribute to reduction in cost.

In addition, the construction, function and effect except thosedescribed above are the same or substantially the same as those in thefirst embodiment and so an explanation therefor is omitted.

With reference now to FIGS. 11 and 12, an explanation will be given to athird embodiment a speed change controller disclosed comprising avariable mechanism capable of changing a position of that portion (here,a pedal portion of a shift pedal) on an operation part, which isdirectly manipulated by a foot, relative to a vehicle.

According to this illustrated embodiment, a slot 312F is formed at a tipend of a shift pedal 310 (arm portion 312). A pedal portion (pushedportion) 314 is mounted to the slot 312F by a nut 315 and otherimplement (for example, a screw), which can be clamped.

Specifically, a male thread portion 316 can be protrusively provided onthe pedal portion (pushed portion) 314, the male thread portion 316being inserted into the slot 312F to be threaded on the nut 315.

As a result of such construction, the male thread portion 316 can bemoved in the slot 312F by loosening the nut 315. Therefore, a rider canregulate the pedal portion (pushed portion) 314 in a favorite position.

In addition, the construction, function and effect except thosedescribed above are the same or substantially the same as those in thefirst or second embodiment and so an explanation therefor is omitted.

While according to the respective embodiments the moving part and thatportion, which is directly manipulated by a foot, on the operation partare the same (that is, a shift pedal) from the viewpoint of simplicity(a small number of parts) in construction, readiness inassembly/adjustment, etc., a moving part and that portion, which isdirectly manipulated by a foot, included in an operation unit may bemade of separate parts in another embodiment.

Subsequently, a fourth embodiment of a speed change controller disclosedherein will be described with reference to FIGS. 13 to 15. Theembodiment is a example of a configuration, in which a moving part, ofwhich movement is detected by a detection unit, and a shift pedaldirectly manipulated by a foot are arranged in separate regions.

Specifically, in the illustrated embodiment, a shift pedal 410 and anoperation unit 400 are connected to each other by a link member 50.

According to the illustrated embodiment, a sensor unit 400 is providedas a unit connected to “operation unit” described above that includesthe moving part, the detection unit, and a base, which supports theunits. In one embodiment, the sensor unit can be generally constructedin the same manner as the operation unit 200 of the second embodimentdescribed above.

The sensor unit 400 comprises a support plate 402 corresponding to“base” detachably mounted to an engine casing 14. The support plate 402is mounted to the engine casing 14 by engagement of a mount screw (notshown) and a mount hole corresponding to the screw. Here, the mount holeis formed to be made a little larger than a thread diameter whereby somepositional regulation relative to the engine casing 14 is made possible.

A lever member 408 comprises a moving part, which can move uponmanipulation (that is, based on manipulation of a foot) by a foot, isprovided on the support plate 402 to be able to turn about a shaft 409.

As shown in FIG. 13, a pair of shift pedal (detection) switches 422, 423as “detection unit” are arranged in positions close to both sides of thelever member 408. As a result of providing the shift pedal (detection)switches 422, 423 in such positions, a shift pedal 410 described lateris turned (moved) in either sense in a vertical direction, and the levermember 408 is linked with such movement to abut against either of theshift pedal switches 422, 423, so that contact portions of the switches422, 423 are pressed and pushed in whereby a switch ON state comes out.In addition, the construction of the shift pedal (detection) switches422, 423 is the same as that in the second embodiment and so anexplanation of a detailed construction is omitted.

As shown in FIG. 15, the lever member 408 can be formed with a pushportion 408D, which can be inserted between a pair of rods 431A, 431B ofa pine-needle shaped spring 431. Also, a latch projection 427 can beformed on the support plate 402 to be inserted between the pair of rods431A, 431B. With such construction, when the shift pedal 410 is turned(moved) by manipulation of a foot, one 431A of the rods is linked withsuch motion to be elastically deformed by the push portion 408D and theother 431B of the rods is elastically deformed by the latch projection427. In the case where manipulation by a foot is released, the levermember 408 can be returned to a predetermined reference position shownin the figure by the existence of the push portion 408D and the latchprojection 427 and an elastic force of the pine-needle shaped spring431.

Also, as shown in FIG. 13, there cam be provided a rod-shaped linkmember 480, by which the shift pedal 410 mounted pivotally on a baseplate 411, and the above-mentioned lever member 408 (moving part) can belinked with each other. Specifically, an end 481A of the link member 480can be connected pivotally to the shift pedal 410 and the other end 481Bis connected pivotally to the lever member 408. Also, the link member480 can comprise a cylindrical portion 480B and a shaft portion 480Ainsertable into the cylindrical portion 480B to be constructed to affordregulation of its total length.

Further, an end 23A of the shift shaft 23 (see e.g. FIG. 2) projects toa position in the vicinity of a tip end of the lever member 408 from theengine casing 14, and an end 492A of an arm member 492 is mounted to theend 23A. Also, as shown in FIG. 14, the other end 481B of the linkmember 480 can be made detachable to the other end 492B of an arm member492.

As a result of such construction, when the shift pedal 410(specifically, a pedal portion 414) is manipulated by a foot in a state,in which the other end 481B of the link member 480 shown in FIG. 13 ismounted to the tip end of the lever member 408, the lever member 408 canbe turned through the link member 480 in a predetermined direction.Turning is made downward as shown in FIG. 15( a) or upward as shown inFIG. 15( c) from, for example, a neutral position shown in FIG. 15( b).Therefore, like the embodiment described above, in which the shift pedalitself is a moving part, the lever member 408 abuts against one 422 or423 of the shift pedal detection switches to bring about an ON state,and its detection signal is transmitted to the engine control unit. Anactuator 23B is actuated by the engine control unit and the shift shaft23 turns to perform shift operation.

On the other hand, as shown in FIGS. 13 and 14, it is possible to removethe other end 481B of the link member 480 from the lever member 408 tomount the same to the other end 492A of the arm member 492. Thereby,when the shift pedal 410 is turned by manipulation of a foot, the armmember 492 connected to the shift shaft 23 is turned through the linkmember 480. Turning of the arm member 492 causes the shift shaft 23 tobe turned in a predetermined direction, so that shift operation isperformed mechanically (that is, in the same manner as in a conventionalmotorcycle).

The link member 480 can be selectively mounted to the lever member 408or the arm member 492 in this manner whereby it is possible to selectthe case where an actuator is used to electrically perform speed change(shift) operation and the case where shift operation is performedmechanically without the use of an actuator. Thereby, direct, mechanicalspeed change operation can be performed by manipulation of a foot in thecase where an actuator is in failure.

According to the illustrated embodiment, the case where operation isperformed by the sensor unit 400 and the case where operation isperformed mechanically is switched only by changing mounting of the linkmember 480 and it is unnecessary to regulate the shift pedal 410 whensuch change is made, so that it is possible to readily and rapidlyperform the change

In addition, the construction, function and effect except thosedescribed above are the same or substantially the same as those in thefirst or second embodiment and so an explanation therefor is omitted.

Subsequently, a modified example (a fifth embodiment) of the operationunit of the first embodiment will be described with reference to FIGS.16 and 17.

In addition, only matters featuring the present embodiment are describedin detail and the same construction as that in other embodiments is notduplicately described. Those skilled in the art can understand the othercomponents of the present embodiment on the basis of other portions inthe specification of the present application and contents of respectivedrawings referred to in the explanation.

FIGS. 16A and 16B show the construction of a detection mechanism(operation unit) 500 according to the present illustrated embodiment, asviewed from an inner surface side (a side facing a vehicle) of a baseplate 502 at the time of mounting to a vehicle in contrast to FIG. 4.The base plate 502 corresponding to “base” is a substantiallyrectangular-shaped plate and mounted to a vehicle body frame (or anengine casing) through mount holes 505A to 505D in four locations intotal by screws (not shown) as shown in FIG. 16A. The mount holes can beformed to be a little larger in diameter than a thread diameter.Thereby, positional adjustment relative to the vehicle body frame (orthe engine casing) can be made possible.

Mounted to the base plate 502 is a shift pedal 510, which is anoperation part and corresponds to a moving part according to thisembodiment. The shift pedal 510 comprises an arm portion 512, of whichone end 510A (referred below to as “pedal arm base 510A”) is mountedpivotally to an inner surface side of the base plate 502, and a pedalportion 514, which is mounted to a tip end of the arm portion 512 to bemanipulated directly by a foot (a toe tip). Mount holes 513A to 513C canbe provided in three locations in total on the arm portion 512 to permitmounting of the pedal portion 514 by screws (or bolt), so that it ispossible to regulate a position of the pedal portion according to arider's body type and preference. In FIG. 16A, the pedal portion 514 ismounted to the centrally positioned mount hole 513B.

The pedal arm base 510A is mounted to the base plate 502 by a screwmember 508 to be able to turn (specifically, being able to swing in twovertical directions) about the screw member 508 as a rotating shaft. Thepedal arm base 510A comprises an operating force changing mechanism(capable of functioning as a bodily sensation signal generatingmechanism) described later. Also, a detection unit 520 is mountedcoaxial with the pedal arm base 510A. That is, as shown in FIG. 16, withthe operation unit 500 according to the embodiment, the detection unit520 is provided on the inner surface side of the base plate 502 to becoaxial with the shift pedal 510 unlike the first embodiment describedabove.

The detection unit 520 comprises a sensor (here, a non-contact typemagnetic rotation potentiosensor) 522 that detects that the shift pedal(moving part) 510 is moved a predetermined amount or more bymanipulation of a foot. The sensor 522 can comprise a lever portion(probe) 524 and a drum-shaped magnetic resistance element (not shown).On the other hand, a plurality of pins 507 can be provided in positionsclose to the lever portion 524.

With such construction, when the shift pedal 510 is turned (moved) ineither sense in a vertical direction according to a rider's shift changeoperation, the sensor 522 mounted coaxial with the shift pedal 510 willturn (move) simultaneously but one of the pins 507 abuts against thelever portion 524 to inhibit turning of the lever portion 524. As aresult, the relative positional relationship of the magnetic resistanceelement and the lever portion (probe) 524 changes. Voltage changecorresponding to such rotational displacement is generated and adetection signal based on the change is output. The lever portion 524comprises an automatic return mechanism composed of a spring (notshown), etc., and is automatically returned to a predetermined positionin case of no contact by the pin 507.

In addition, a detection signal can be transmitted to the engine controlunit (ECU) and a speed change mechanism operates according to thedetection signal but a duplicate explanation is omitted since a mannerof such operation is the same as that in the first embodiment describedabove.

The detection unit 520 described above is provided on the inner surfaceside of the base plate 502 whereby an inadvertent contact between arider's foot and the detection unit 520 (in particular, a body of thesensor 522) is prevented and breakage and failure of the detection unitdue to such contact can be beforehand prevented. Also, the shift pedal512 and the sensor 522 are mounted coaxially to the base plate 502whereby it is possible to reduce members for mounting in number andprocesses required for mounting.

Also, a support plate 521 can be arranged in a position close to the armportion 512 of the shift pedal 510 on the inner surface side of the baseplate 502. The support plate 521 can be screwed to the base plate 502through mount holes 526, 529 in two locations.

As shown in FIG. 16A, a pine-needle shaped spring 531 can act as “returnmechanism 530”, which returns the shift pedal 510 to a predeterminedneutral position, is provided on one 529 of the mount holes. Formedbetween a pair of rods (straight ends) of the pine-needle shaped spring531 is a latch projection 527, which is protrusively provided on a part(push portion) 516 of the arm portion 512 of the shift pedal 510 and thesupport plate 521. With such construction, when the shift pedal 510 isturned (moved) by manipulation of a foot, one of the rods is elasticallydeformed by the push portion 516 and the other of the rods iselastically deformed by the latch projection 527. In the case wheremanipulation by a foot is released, the shift pedal 510 can be returnedto a predetermined position shown in the figure by the existence of thepush portion 516 and the latch projection 527 and an elastic force ofthe pine-needle shaped spring 531.

Unlike the respective embodiments described above, according to theembodiment, the spring 531, which constitutes the return mechanism 530,is mounted in a different position from the shift pedal 510 and a mountshaft of the sensor 522. Thereby, it is possible to construct a compactreturn mechanism without mounting a large diameter spring to the shiftpedal 510 and the mount shaft of the sensor 522.

Subsequently, an explanation will be given to an operating forcechanging mechanism 560 according to the embodiment. As shown in FIGS.16A, 16B and 17, the same plunger 561 as that described in the firstembodiment can be embedded, as a preferred example of the resistanceportion provided in the operating force changing mechanism 560 accordingto the embodiment, in the arm base 510A of the shift pedal 510. As shownin the figure, a coil spring 562, which is a spring portion of theresistance portion according to the embodiment, can be inserted into acylindrical-shaped body of the plunger 561, and a moving ball 564 beinga surface portion connected to the spring 562 is mounted to a tip end ofthe plunger 561. The moving ball 564 is supported by the spring 562 suchthat when the moving ball 564 is pushed axially of thecylindrical-shaped body with a predetermined force or more, the spring562 yields to the push force to contract with the result that the movingball 564 retreats into the cylindrical-shaped body. On the other hand,when such push disappears, the spring 562 is elongated by elasticity andthe moving ball 564 returns to an original position at the tip end ofthe plunger 561. According to the embodiment, a tip end portion of themoving ball 564 is exposed outside in a normal state (FIG. 17).

On the other hand, a slide wall portion 572 is formed, as a preferredexample of the abutting portion provided in the operating force changingmechanism according to the embodiment, in a position on the supportplate 521, in which it can contact with the moving ball 564 of theplunger 561.

As shown in FIG. 16B, specifically, the slide wall portion 572 is formedwith a slide surface 572A, against which the moving ball 564 is pushedby an elastic force of the plunger 561. In the case where the shiftpedal 510 is turned (moved) vertically by manipulation of a foot from apredetermined neutral position (position shown in FIG. 16A), the movingball 564 slides vertically (a direction indicated by an arrow in FIG.16B) correspondingly.

Here, as shown in FIG. 16B, convex portions 574A, 574B are formed inpositions (corresponding to the shift-down bodily sensation signalgenerating position and the shift-up bodily sensation signal generatingposition in the first embodiment), to which the moving ball 564 is movedimmediately before the potentiosensor 522 detects that the shift pedal510 has been turned in a predetermined direction, on the slide surface572A.

That is, in a predetermined neutral position, in which shift operationis not performed, and a position therearound, a predetermined torque(reference torque) is given to the moving ball 564 to enable sliding onthe slide surface 572A of the slide wall portion 572. The torque(pressure) is transmitted to a rider through a foot (that is, a leftfoot performing shift change operation), which performs shift pedaloperation.

On the other hand, when the shift pedal 510 moves to the shift-downbodily sensation signal generating position or the shift-up bodilysensation signal generating position, the moving ball 564 comes intocontact with the convex portions 574A, 574B formed the slide surface. Atthis time, the reference torque cannot cause the moving ball 564 to getover the convex portions 574A, 574B and sliding of the moving ball 564is impeded in the position. Also, such matter is transmitted to a riderthrough a foot. Here, a rider heightens torque being given to the shiftpedal 510 to increase pressure applied to the moving ball 564 wherebythe spring 562 contracts and the moving ball 564 can get over the convexportions 574A, 574B while retreating. When the convex portions 574A,574B are gotten over, pressure on the moving ball 564 rapidly decreases.Such series of phenomena are transmitted, as a change (that is, hightorque from the reference torque and then to low torque) in torquereceived from the shift pedal 510, to a rider. That is, the phenomenaare transmitted as bodily sensation signal to a rider. Specifically, arider perceives such change in torque as feeling of click through afoot's, sensation.

According to the embodiment, timing, in which such feeling of click isobtained, and timing, in which a detection signal is output from thesensor 522, synchronize with each other. Thereby, a rider can perceivethe start of speed change control processing through a foot's sensationby the feeling of click (a change in torque) although the speed changeoperation is performed by a foot being dull as compared with a hand.Then the embodiment is the same as the other embodiments in that theshift actuator is operated by a signal from the engine control unit andthe shift shaft 23 (FIG. 2) is turned in a predetermined direction.

According to the embodiment, the operating force changing mechanism canbe constructed compact by providing the plunger 561 on the shift pedal.

Also, substantially all detection mechanisms including the operatingforce changing mechanism are provided on the base plate 502 whereby itis possible to realize both an improvement in productivity and inmaintenance.

While the speed change controller described in the second embodiment isconstructed such that the pair of shift pedal (detection) switches 222,223 are used as a detection unit and that contact portions 222A, 223A ofthe shift pedal switches 222, 223 are pressed and pushed in by a part ofthe shift pedal whereby a switch ON state comes out, use of suchswitches is not limitative.

For example, according to a sixth embodiment, like a detection mechanism(operation unit) 600, as a sixth embodiment, shown in FIG. 18, loadswitches 622, 623, which detect a load on an operation portion, maycontact with both upper and lower surfaces of a shift pedal 608. In thiscase, a detection signal related to shift operation (speed changeprocessing) is output when pedal manipulation by a foot applies apredetermined load on the shift pedal 608 corresponding to a loadedportion, on which a load is applied. Here, the load switch 622 reactingwhen a foot applies a load on the shift pedal 608 upward is a shift-updetection switch 622, and the load switch 623 reacting when a footapplies a load on the shift pedal 608 downward is a shift-down detectionswitch 623.

According to the embodiment, since the shift pedal 608 is arranged in astate of being interposed substantially closely between the pair of loadswitches 622, 623, inconvenience such as gutter, etc. is not generatedon the shift pedal and a stable assembling can be made. Also, the loadswitches 622, 623 being a detection unit and the shift pedal 608 being aloaded portion are provided on a base plate 602 (here, further a supportplate 621 provided detachably on the base plate 602) provided detachablyon a vehicle whereby the respective parts can be given stiffnessaffording application of a large load to such a degree that a rider cangrasp feeling of operation although operation is performed by a footbeing dull as compared with a hand. Also, it is possible to achieve animprovement in mechanism stiffness and an improvement in productivityand in maintenance.

In addition, other components (for example, (1) the base plate 602, (2)the support plate 621, (3) a pine-needle shaped spring 631, a pushportion 608D, and a latch projection 627, which constitute a returnmechanism 630 (here, functions as a holding mechanism that holds a pedalposition), and (4) a screw member 609 that mounts the shift pedal 608 tothe support plate 621) shown in FIG. 18 are the same in construction asthose in the second embodiment.

Various embodiments other than the embodiments described above can beadopted in embodying the invention.

For example, while a lever-shaped shift pedal manipulated by a tip of atoe of a foot having a shape common to sport type motorcycles is used asan operation part or a moving part, it is not limitative but other shapewill do provided that a shift pedal is manipulated by a foot. Forexample, a shift pedal may be in the form of a wide plate, on which afoot is put, as used in American type motorcycles.

Also, while a base (base plate), which constitutes an operation unit, ismounted to the vehicle body frame 10 (or the engine casing 14) in therespective embodiments, this is not limitative but it may be mounted toan appropriate portion (for example, a power source such as engine,motor, etc., other constituents of a vehicle such as transmission, etc.,or accessory members such as under-cowling, engine guard, etc.)according to shape and kind of a vehicle.

Also, a spring used in a return mechanism is not limited to thepine-needle shaped spring described above but may assume anyconfiguration as far as a desired return mechanism can be constituted.For example, a bent leaf spring will do.

Also, while the third embodiment described above teaches an arrangement,which is composed of a slot and a screw, as a preferred example of avariable mechanism capable of changing a position of that portion(specifically, a pedal portion of a shift pedal) on an operation part,which is directly manipulated by a foot, relative to a vehicle, this isnot limitative. For example, a mechanism will do, in which an armportion of a shift pedal is composed of a two-piece or three-piece ormore rod, which is adjustable in length, and a length of the rod (armportion) is regulated according to a rider's body type and favorite.

Also, while according to the respective embodiments described above theshift pedal (the moving part of the operation part) are moved (turned)in two vertical directions in the same manner as in conventionalmotorcycles, a direction, in which the moving part on the operation partor the part directly manipulated by a foot in the speed changecontroller of the invention is moved, is not limited to two verticaldirections. Such direction may be a longitudinal direction or a left andright direction (for example, a direction approaching a vehicle body ora direction away from a vehicle body) of a driver's foot with a rideposture as a reference.

Also, the devices described above, which realizes an operating forcechanging mechanism, is not limited to the plunger constructed in themanner described above. For example, one of the resistance portion andthe abutting portion is made of a magnet and the other is made of amagnetic material (iron, or the like) whereby torque can be changed by amagnetic force when the detection unit detects shift operation.

Also, while the resistance portion (plunger) described above comprises acoil spring as a spring portion in a body thereof, this configuration isnot limitative. For example, the resistance portion may comprise apiston member, a part of which is exposed to a surface thereof by makinguse of elasticity of volume of gases and filling gases such as air orthe like therein.

Also, a speed change mechanism, which constitutes the speed changecontroller of the invention, is not limited to a constantly meshing typemultistage speed change mechanism but may be one, which can operate onthe basis of speed change operation detected by a detection mechanism.For example, a V-belt type continuously variable transmission controlledby a motor is suited to a speed change mechanism, which constitutes thespeed change controller of the invention.

As described above, in one embodiment, a speed change controller forsaddle-type vehicle includes an operation unit that comprises anoperation part, which is manipulated by a foot, and a detection part,which detects manipulation by a foot and is detachably and mounted as aunit to the vehicle.

An advantage of this embodiment, is that because an operation unitprovided integrally with an operation part, which is manipulated by afoot, and a detection part, which detects manipulation by a foot, isdetachably and integrally mounted to a vehicle, shift operation can bereadily performed in the same feeling of operation as conventional onebecause manipulation by a foot is detected and an actuator is operatedin an arrangement, in which a shift actuator is used to perform speedchange operation.

Also, since it is not necessary to connect an operation part, which ismanipulated by a foot, to a shift shaft through a linkage unlike aconventional arrangement and the operation part and the detection partconstitute an integral operation unit, it is possible to readily performmounting to a vehicle at the time of production.

Further, since the operation part and the detection part are madeintegral or formed as a unit, it is possible to adjust the detectionpart even before the operation unit, etc. are mounted to a vehicle.Incidentally, in the case where the operation part and the detectionpart are separately mounted to a vehicle, it is necessary to manipulatethe operation part after being mounted to a vehicle to regulate thedetection part.

Furthermore, since the operation part and the detection part are madeintegral, certain detection can be made irrespective of a position ofthe operation part, so that positional regulation of the operation partcan be readily performed according to a user's favorite only by changinga position of the operation unit.

In another embodiment, a speed change controller for saddle-typevehicles includes a base, a moving part supported on the base and movedby manipulation by a foot, a detection part, which detects manipulationby a foot, and a return mechanism, which returns the moving part to apredetermined position. These components can be coupled together as aunit to form an operation unit. The operation unit can be detachably andmounted to a vehicle body or an engine as a unit.

An advantage to this embodiment is that since a base, a moving partsupported on the base and moved by manipulation by a foot, a detectionpart, which detects manipulation by a foot, and a return mechanism,which returns the moving part to a predetermined position, is providedintegrally to form an operation unit, and the operation unit isdetachably and integrally mounted to a vehicle body or an engine, it ispossible to readily perform mounting to a vehicle at the time ofproduction described above and it is possible to adjust the detectionpart even before the operation unit, etc. are mounted to a vehicle.Besides, since the moving part and the detection part are made integral,certain detection can be made irrespective of a position of theoperation unit, so that positional regulation of the moving part can bereadily performed according to a user's favorite only by changing aposition of the operation unit. Also, since a return mechanism, whichreturns the moving part to a predetermined position (neutral position),is provided integrally on the operation unit, and detachably andintegrally mounted to a vehicle, the workability of arrangement isfavorable and even in the case where the moving part is not connected tothe shift shaft through a linkage like a conventional arrangement, itcan be readily returned to the neutral position.

In another embodiment, a speed change controller for saddle-typevehicle, in which a moving part moved by manipulation by a foot, adetection part, which detects manipulation by a foot, and a returnmechanism, which returns the moving part to a predetermined position,are detachably provided on a vehicle body or an engine.

According to this embodiment since the moving part moved by manipulationby a foot, the detection part, which detects manipulation by a foot, andthe return mechanism, which returns the moving part to a predeterminedposition, are detachably provided on a vehicle body or an engine so thatrespective parts are mounted with a vehicle body or an engine as areference, it is possible to decrease a mount error and even in the casewhere the moving part is not connected to the shift shaft through alinkage like a conventional arrangement, it can be readily returned tothe neutral position since the return mechanism, which returns themoving part to a predetermined position (neutral position), is provided.

In yet another embodiment, a speed change controller for saddle-typevehicles includes a sensor unit comprising a lever member mountedpivotally to a support plate and a detection part, which is made ON byturning of the lever member. The unit is arranged on a vehicle body oran engine. A link member for connection of the lever member and a shiftpedal is provided, and an end of the link member can be removed from thelever member and attached to an arm member provided on a shift shaft.

According to this embodiment, since a sensor unit including a levermember mounted pivotally to a support plate and a detection part, whichis made ON by turning of the lever member, is arranged on a vehicle bodyor an engine, a link member for connection of the lever member and ashift pedal is provided, and an end of the link member can be removedfrom the lever member and attached to an arm member provided on a shiftshaft, the link member can be used to afford selectively mounting to thelever member or the arm member whereby it is possible to select the casewhere an actuator is used to electrically perform shift operation andthe case where shift operation is performed mechanically without the useof an actuator. Thereby, mechanical speed change operation can beperformed by manipulation of a foot when an actuator is in failure.Besides, the case where operation is performed by the sensor unit andthe case where operation is performed mechanically is switched only bychanging mounting of the link member and it is unnecessary to regulatethe operation part when such change is made, so that it is possible toreadily and rapidly perform the change.

According to the embodiments described herein, it is possible to providea saddle-ride type vehicle provided with a speed change controller, inwhich manipulation by a rider's foot is improved.

Although the present invention has been described in terms of a certainembodiment, other embodiments apparent to those of ordinary skill in theart also are within the scope of this invention. Thus, various changesand modifications may be made without departing from the spirit andscope of the invention. For instance, various components may berepositioned as desired. Moreover, not all of the features, aspects andadvantages are necessarily required to practice the present invention.Accordingly, the scope of the present invention is intended to bedefined only by the claims that follow.

1. (canceled)
 2. A detection mechanism for changing a speed of asaddle-type vehicle, the detection mechanism comprising: a shift pedalto be operated by a foot of a driver; and a detection unit that detectsoperation of the shift pedal by the driver to perform a speed change. 3.The detection mechanism as recited in claim 2, further comprising a baseportion, wherein the detection unit and the shift pedal are supported bythe base portion and arranged to be attached to a vehicle frame or anengine case as an integral unit via the base portion.
 4. The detectionmechanism as recited in claim 2, further comprising a return mechanismarranged to return the shift pedal to a neutral position.
 5. Thedetection mechanism as recited in claim 4, further comprising a baseportion, wherein the detection unit, the shift pedal, and the returnmechanism are supported by the base portion and arranged to be attachedto a vehicle frame or an engine case as an integral unit via the baseportion.
 6. The detection mechanism as recited in claim 2, furthercomprising a base portion, wherein the base portion includes at leastone mount hole to attach the base portion to a vehicle frame or anengine case.
 7. The detection mechanism as recited in claim 2, furthercomprising a stopper mechanism arranged to restrict a moving range ofthe shift pedal.
 8. The detection mechanism as recited in claim 2,wherein the shift pedal includes a pedal portion and an arm portion, thepedal portion is arranged to be directly operated by the foot of thedriver, and the detection unit directly detects movement of the armportion.
 9. The detection mechanism as recited in claim 2, wherein thedetection unit is arranged to output a signal corresponding to theoperation of the shift pedal to an engine control unit.
 10. Thedetection mechanism as recited in claim 2, wherein the detection unit isarranged to detect that the shift pedal is rotated by a predeterminedamount or more.
 11. The detection mechanism as recited in claim 10,wherein the detection unit includes a potentiometer.
 12. The detectionmechanism as recited in claim 10, wherein the detection unit includestwo switches arranged to detect movement of the shift pedal in twodifferent directions.
 13. The detection mechanism as recited in claim 2,wherein the detection unit is arranged to detect a load applied by theoperation of the shift pedal.
 14. The detection mechanism as recited inclaim 2, wherein the detection unit is arranged to directly detectmovement of a moving portion of the shift pedal.
 15. The detectionmechanism as recited in claim 2, further comprising a link memberarranged between the shift pedal and the detection unit.
 16. Thedetection mechanism as recited in claim 15, wherein the link member isadjustable in length so that a position of the shift pedal relative tothe detection unit is adjustable.
 17. The detection mechanism as recitedin claim 2, further comprising a sensation signal generating mechanismthat transmits a sensation signal to the driver through the shift pedalwhen the shift pedal is operated by the foot of the driver.